EP2349801A2 - Procédé et dispositif pour le démarrage d'un véhicule hybride - Google Patents

Procédé et dispositif pour le démarrage d'un véhicule hybride

Info

Publication number
EP2349801A2
EP2349801A2 EP09783433A EP09783433A EP2349801A2 EP 2349801 A2 EP2349801 A2 EP 2349801A2 EP 09783433 A EP09783433 A EP 09783433A EP 09783433 A EP09783433 A EP 09783433A EP 2349801 A2 EP2349801 A2 EP 2349801A2
Authority
EP
European Patent Office
Prior art keywords
drive unit
torque
clutch
starting
anf
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP09783433A
Other languages
German (de)
English (en)
Other versions
EP2349801B1 (fr
Inventor
Jens-Werner Falkenstein
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP2349801A2 publication Critical patent/EP2349801A2/fr
Application granted granted Critical
Publication of EP2349801B1 publication Critical patent/EP2349801B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/52—Driving a plurality of drive axles, e.g. four-wheel drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
    • B60W30/186—Preventing damage resulting from overload or excessive wear of the driveline excessive wear or burn out of friction elements, e.g. clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K2006/4808—Electric machine connected or connectable to gearbox output shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/083—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/106—Rate of change
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/025—Clutch slip, i.e. difference between input and output speeds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/027—Clutch torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • a starting process usually takes place via a sliding starting clutch, which is actuated by the driver via the clutch pedal.
  • an actuator operated by the controller is used for automated gearboxes.
  • Vehicles with a hybrid drive structure usually have an internal combustion engine as the first drive unit and second drive unit to an electric motor or a hydraulic motor. Also, additional additional drive units are possible. Thus, the torque can be applied by the drive units during the starting operation of the hybrid vehicle.
  • the inventive method for starting a hybrid vehicle with the features of claim 1 has the advantage that the second drive unit drives the hybrid vehicle wear. Characterized in that a starting clutch for coupling the first drive unit is brought to the drive train only in the slipping state when a predetermined target torque of the second drive unit is exceeded, the slipping state of the starting clutch to avoid the temperature increases occurring only briefly used. The control of the starting clutch and the second drive unit are thus coordinated with each other.
  • the clutch wear of the starting clutch which is caused by the slipping state of the clutch, is reduced.
  • a deterioration of the oil is prevented by running in the oil bath clutches due to shear forces and temperature peaks.
  • a starting torque of the hybrid vehicle is transmitted to the second drive unit, which is limited to a maximum torque. Since the Anfahrsollformatmoment the hybrid vehicle is basically to be generated by the first and the second drive unit together, is exceeded when the maximum torque of the second drive unit, the first drive unit for starting the hybrid vehicle switched on, in particular coupled by means of the starting clutch to the drive train.
  • the maximum torque of the second drive unit depends on the current operating state of the units of the drive train of the hybrid vehicle.
  • the current operating state is influenced by the limits of the second drive unit, the state of an energy store, the current state of the first drive unit and / or additional drive units and / or the road conditions, soft on the hybrid vehicle moves and which on the entire drive, such as on the traction control, back-act.
  • a clutch torque to be transmitted by the slipping start clutch is formed from the difference between the startup target torque of the hybrid vehicle and the maximum torque of the second drive unit when the startup target torque exceeds the maximum torque of the second drive unit. gregates exceeds. Only in this case, the starting clutch is brought into the slipping state. At this moment, the first and the second drive unit together make a contribution to starting the hybrid vehicle.
  • the clutch torque is dependent on the current operating state of the
  • Starting clutch and / or the drive units and / or limited by the road conditions to a maximum clutch torque This limitation serves to protect the clutch, for example, not to overload the clutch by a high temperature.
  • the maximum clutch torque is dependent on an engine maximum torque, for example, if the first drive unit is designed as an internal combustion engine. Especially after the first firings after starting, this maximum combustion engine torque is reduced.
  • the maximum clutch torque is also dependent on the current state of the entire drive.
  • a third drive unit is coupled to the first drive unit and is driven by the latter in order to generate energy, which uses the second drive unit.
  • a third Antriebsag- gregates the maximum torque of the second drive unit and by - A -
  • the clutch removable maximum torque also influenced by the operating state of this third drive unit, for example in the form of the output from him generator power.
  • the clutch torque to be transmitted by the slipping clutch influences the first drive unit.
  • the clutch torque to be transmitted by the slipping clutch is piloted on the first drive unit. This has the advantage that an idle controller or a start-up controller are relieved and a fall in speed is avoided in transitions between open and slipping clutch.
  • a third drive unit is coupled to the first drive unit, this is also influenced by the clutch torque.
  • the clutch torque can also be completely pre-controlled on the third drive unit or it is divided into the first and the third drive unit. In this case, mechanical translations between the first and the third drive unit must be taken into account.
  • An idle controller or a starting controller can act on the first and / or the third drive unit.
  • the torques of the first and second and / or third drive unit jump-free adapted to the driving operation of the hybrid vehicle.
  • the drive torque is mainly perceived by the first drive unit while driving.
  • the torque of the second drive unit is, for example, ramped back while the torque of the first drive unit is increased in a ramp in order to avoid mechanical effects on the hybrid vehicle during the adaptation.
  • a particularly efficient variant of the method according to the invention is achieved if the first drive unit as an internal combustion engine and the second and third drive unit are each designed as an electric motor.
  • a start-up by the second drive unit takes place when the starting clutch is open, while the first drive unit is switched off.
  • a start of the first drive unit takes place when the starting torque increases, but before the Anfahrsollwindmoment exceeds the maximum torque of the second drive unit.
  • the time is bridged until an actual torque of the first drive unit is available.
  • a torque reserve is requested on the first drive unit when the startup target torque increases, but before the startup target torque exceeds the maximum torque of the second drive unit.
  • the torque reserve is thus requested before the starting clutch reaches the slipping state and the torque on the first drive unit decreases. At a later time, at which the starting clutch has then entered the slipping state, the torque reserve has already built up.
  • a distance of the desired starting torque from the maximum torque of the second drive unit is determined as a function of an operating speed of an accelerator pedal.
  • Another development of the invention relates to a device for starting a hybrid vehicle, which has a first and a second drive unit, wherein the starting torque is generated by the second drive unit.
  • Means which bring a starting clutch for coupling the first drive unit in the slipping state when a predetermined target torque of the second drive unit is exceeded.
  • the second drive unit in the drive train of the starting clutch is connected downstream and acts directly or via a transmission on at least one drive wheel of the hybrid vehicle. This ensures that the second drive unit can also start the vehicle alone.
  • a torque converter as known from vehicles with automatic transmission is, can be reproduced, allowing comfortable creep and starting operations, for example, a start on the mountain even without the first drive unit. The physical use of such a torque converter can thus be dispensed with.
  • Figure 1 Schematic representation of a control of a starting process in a conventional drive train according to the prior art
  • Figure 2 Schematic representation of a control of a starting process in a hybrid drive train according to the present invention
  • FIG. 3 shows a schematic flow diagram of an exemplary embodiment of the method according to the invention
  • Figure 1 shows an arrangement for starting in a conventional drive train according to the prior art.
  • An internal combustion engine 1 is connected to an automated starting clutch 2, which in turn leads to a transmission 3, which transmits the torque applied by the internal combustion engine 1 to the wheels 4.
  • the control of the starting process is carried out via a control unit 5, which has an idle controller 6 for the internal combustion engine 1.
  • control unit 5 is based on a not further illustrated driving and / or brake pedal position, which is specified by the driver of the hybrid vehicle or a driver assistance system a Anfahrsollformatmoment M Anf determined and predetermined as desired torque M ⁇ for the slipping starting clutch 2 to be transmitted torque.
  • This target torque M ⁇ is set by an appropriate pressing force to the slipping clutch linings.
  • the idle controller 6 prevents going out of the engine 1 by the torque taken off by the slipping startup clutch 2.
  • the Target torque M ⁇ of the starting clutch 2 is forwarded via the gear 3 to the wheels 4.
  • the drive train in a hybrid vehicle, the drive train, as shown in Figure 2, consists of an internal combustion engine 1, which is connected to the starting clutch 2.
  • the starting clutch 2 leads to a transmission 3, which is followed by another drive unit in the form of a first electric motor 7, which acts on the transmission output shaft.
  • the further drive unit in the form of the first electric motor 7 can also be arranged between the transmission 3 and the starting clutch 2.
  • the first electric motor 7 is arranged behind the starting clutch 2, it can advantageously act on the wheels 4 directly and without slippage.
  • a second electric motor or a belt starter generator 8 is mounted on the belt drive 12 of the internal combustion engine 1.
  • the control unit 5 acts on a first
  • Limiter 9 which is connected to the first electric motor 7. Furthermore, the control unit 5 is connected to a clutch limiter 10, which acts directly on the clutch 2 and a torque divider 1 1. The torque divider 11 is connected to the internal combustion engine 1 and the second electric motor 8.
  • an idle controller 6 for the internal combustion engine 1 is included.
  • a Anfahrsollwindmoment M Anf is determined in block 102, starting from the predetermined by the driver of the hybrid vehicle position of the gas or brake pedal or by specifying a driver assistance system, which of the internal combustion engine 1 and the first electric motor 7 and the second electric motor 8 in common should be generated.
  • the startup target torque M Anf to be generated together is first fed to the limiter 9, which is given a maximum torque M A2max by the control unit 5.
  • the maximum torque M A2ma ⁇ is determined by the control unit 5 as a function of the current state of the first electric motor 7, the second electric motor 8 and the internal combustion engine 1 and an energy storage not shown.
  • the limiter 9 limits the Anfahrsollformatmoment M Anf , resulting in a target torque M A2 for the first electric motor 7. If the starting torque M Anf is below the maximum torque M A2max for the first electric motor 7, then the target torque M A2 corresponds to the starting torque M Anf and the starting torque of the hybrid vehicle is applied solely by the first electric motor 7.
  • a difference between the setpoint starting torque M Anf and the setpoint torque M A2 of the first electric motor 7 limited to the maximum torque M A2max is then calculated. This difference is zero as long as the Anfahrsollformatmoment M Anf is below the maximum torque M A2max and thus corresponds to the limited set torque M A2 . The difference is greater than zero when the Anfahrsollformatmoment M Anf exceeds the maximum torque M A2 max.
  • a clutch maximum torque M Kmax gets specified. Also, the maximum clutch torque M Kmax is determined by the controller 5 by the current operating state of the starting clutch 2 and the internal combustion engine 1 and the first and second electric motor 7 or 8 and the energy storage 12 are taken into account. If the clutch maximum torque M Kmax falls short of, the difference is transmitted as the of the internal combustion engine 1 and the second electric motor 8 jointly supplied and the starting clutch 2 slipping to be transmitted clutch torque M ⁇ on the drive train and the transmission 3. Otherwise the clutch torque M ⁇ the coupling maximum torque M Kmax equivalent - In the general case, with a translation of the transmission 3 of i ⁇ 1, the difference in the ratio i must be converted accordingly. The converted difference is fed to the clutch limiter 10.
  • the starting clutch 2 remains fully open as long as the difference is zero.
  • the clutch torque M K is divided into the setpoint torques Mv for the internal combustion engine 1 and the target torque M A3 for the second electric motor 8 (block 105).
  • the mechanical transmission ratio between the internal combustion engine 1 and the second electric motor 8 must be taken into account.
  • This pilot control takes place to relieve the idle controller 6.
  • the approach with a preferably opened and slipping only when needed starting clutch 2 reduces the wear of the starting clutch and allows an extension of a creeping process.
  • a starting torque M Anf is shown, which is above the clutch maximum torque M Kmax , which is equivalent to a converter overshoot .
  • the first electric motor 7 and the second electric motor 8 are connected to a common energy store, which is not shown in Figure 2.
  • the second electric motor 8 provides electrical energy, which is taken from the internal combustion engine 1.
  • a serial operation of the first and the second electric motor 7 and 8 takes place.
  • the first electric motor 7 operates by motor and drives the hybrid vehicle, while the second electric motor 8 operates as a generator and provides the necessary for driving by the first electric motor 7 energy ,
  • the energy required for the first electric motor 7 in the torque splitter 11 must be taken into account.
  • the first electric motor 7 and the starting clutch 2 fed by the internal combustion engine 1 act on different drive wheels or axles.
  • the starting clutch 2 via a transmission to the rear axle of Hyb ridGermanes act while the first electric motor 7 drives the front axle.
  • the maximum torque M A2m a x of the first electric motor 7 are additionally influenced by a traction control system.
  • the maximum torque M A2ma ⁇ des first electric motor 7 is also by a
  • an increase in the actual torque of the internal combustion engine is only possible with a time delay, for example, in homogeneous combustion due to the delayed construction of the air charge due to the intake manifold dynamics.
  • delays occur in the range of 100 to 300 milliseconds.
  • the clutch torque M ⁇ is taken at the internal combustion engine 1, and is allowed to rise only to the extent that the actual torque of the engine 1 and the actual torque of the second electric motor 8 can be increased.
  • the coupling maximum torque M Kmax is used, which is coordinated with the increase in the Istcardmomentes.
  • a torque reserve is built up on the internal combustion engine 1. This is done, for example, by increasing the air charge with simultaneous retardation of the ignition angle. From this state, the ignition angle can be adjusted as needed almost instantaneously in the direction of early, which is associated with an almost instantaneous increase in the actual torque of the engine 1.
  • the torque reserve at the internal combustion engine 1 is requested when the startup target torque M Anf increases, but the maximum torque M A2ma ⁇ of the first electric motor 7 has not yet exceeded. This reserve request takes place when the starting torque M Anf has approached the maximum torque M A2ma ⁇ From below to a predetermined distance, such as 30 Nm.
  • the distance is determined as a function of the speed of actuation of the accelerator pedal by the driver and / or in dependence on a rate of change of the Anfahrsollcardmomentoment M Anf .
  • a timely request for the torque mentreserve occurs when the distance is increased by rapid actuation of the accelerator pedal.
  • the starting of the hybrid vehicle can initially also take place when the starting clutch 2 is open by the first electric motor 7, the internal combustion engine 1 being switched off.
  • a start of the internal combustion engine 1 is requested when the Anfahrsollformatmoment M Anf increases, but the maximum torque M A2ma ⁇ of the first electric motor 7 has not yet exceeded.
  • a start is requested if the starting torque M Anf has approached the maximum torque M A2ma ⁇ From the bottom up to a predetermined distance, such as 50 Nm.
  • the distance is determined by the speed of the operation of the accelerator pedal by the driver and / or in dependence on a rate of change of the Anfahrsollformatmomentomentes M Anf .
  • the internal combustion engine 1 does not start fast enough. That is, the requested startup target torque M Anf can not be temporarily generated until the engine 1 is started and an actual torque is available. In this case, it is favorable, the actual torque of the internal combustion engine 1 and the
  • Clutch torque M ⁇ after the start is not jump-like, but build up ramped or to initiate the drive. This avoids a sudden acceleration of the vehicle which is not comprehensible to the driver.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un procédé pour faire démarrer un véhicule hybride qui comprend un premier (1) et un deuxième groupe motopropulseur (7), le couple de démarrage prescrit (MAnf) étant généré par le deuxième groupe motopropulseur (7). Dans un procédé conçu pour ménager autant que possible l'embrayage de démarrage lors du démarrage, un embrayage de démarrage (2) pour le couplage du premier groupe motopropulseur (1) est amené à l'état glissant lorsqu'un couple prescrit prédéterminé (MA2) du deuxième groupe motopropulseur (7) est dépassé.
EP09783433.7A 2008-10-24 2009-09-25 Procédé et dispositif pour le démarrage d'un véhicule hybride Not-in-force EP2349801B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008043159A DE102008043159A1 (de) 2008-10-24 2008-10-24 Verfahren und Vorrichtung zum Anfahren eines Hybridfahrzeuges
PCT/EP2009/062459 WO2010046198A2 (fr) 2008-10-24 2009-09-25 Procédé et dispositif pour le démarrage d'un véhicule hybride

Publications (2)

Publication Number Publication Date
EP2349801A2 true EP2349801A2 (fr) 2011-08-03
EP2349801B1 EP2349801B1 (fr) 2017-02-01

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Application Number Title Priority Date Filing Date
EP09783433.7A Not-in-force EP2349801B1 (fr) 2008-10-24 2009-09-25 Procédé et dispositif pour le démarrage d'un véhicule hybride

Country Status (5)

Country Link
US (1) US20110256978A1 (fr)
EP (1) EP2349801B1 (fr)
CN (1) CN102196955A (fr)
DE (1) DE102008043159A1 (fr)
WO (1) WO2010046198A2 (fr)

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DE102008044016A1 (de) * 2008-11-24 2010-05-27 Robert Bosch Gmbh Verfahren zum Erfassen eines sich einstellenden Drehmomentes für einen Hybridantrieb
US8636620B2 (en) 2010-10-28 2014-01-28 Jatco Ltd Automatic transmission
JP5383626B2 (ja) 2010-11-01 2014-01-08 ジヤトコ株式会社 車両の制御装置
JP5693152B2 (ja) 2010-11-01 2015-04-01 ジヤトコ株式会社 車両の油圧制御装置
JP5496854B2 (ja) * 2010-11-01 2014-05-21 ジヤトコ株式会社 車両の制御装置
JP5693151B2 (ja) 2010-11-01 2015-04-01 ジヤトコ株式会社 車両の制御装置
JP5496855B2 (ja) 2010-11-01 2014-05-21 ジヤトコ株式会社 車両の制御装置
JP5501937B2 (ja) 2010-11-02 2014-05-28 ジヤトコ株式会社 ハイブリッド車両の制御装置
WO2012059997A1 (fr) * 2010-11-04 2012-05-10 トヨタ自動車株式会社 Dispositif de conduite hybride pour véhicule
KR101505348B1 (ko) * 2011-01-28 2015-03-23 쟈트코 가부시키가이샤 하이브리드 차량의 제어 장치
KR101505349B1 (ko) * 2011-01-28 2015-03-23 쟈트코 가부시키가이샤 하이브리드 차량의 제어 장치
JP5501260B2 (ja) 2011-02-03 2014-05-21 ジヤトコ株式会社 車両の制御装置
SE1150685A1 (sv) * 2011-07-15 2013-01-16 Scania Cv Ab Parallellhybridsystem och förfarande vid ett parallellhybridsystem
DE102017000678A1 (de) 2017-01-24 2018-07-26 Dr.Ing.H.C. F. Porsche Ag Verfahren zur Steuerung und/oder Regelung eines Antriebsstrangs eines Kraftfahrzeugs, insbesondere Schaltstrategie für eine Wandlerüberbrückungskupplung
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WO2024002524A1 (fr) * 2022-06-30 2024-01-04 Nuovo Pignone Tecnologie - S.R.L. Boîtes d'embrayage améliorées pour applications de train hybride

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Also Published As

Publication number Publication date
CN102196955A (zh) 2011-09-21
WO2010046198A3 (fr) 2010-07-15
US20110256978A1 (en) 2011-10-20
EP2349801B1 (fr) 2017-02-01
DE102008043159A1 (de) 2010-04-29
WO2010046198A2 (fr) 2010-04-29

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